Osbobw



A. E. OSBOBN. {NTERNALCOMBUSHUN ENGINE.

APPLICATION HLD SEPT 22, 1916.

53 vents@ 122W UHC@ f A.. E. osonN.

INTERNAL comusnon imams.

APPLICATION FILED SEPT- 22 ISIS- Patented Sept. `2, 1919.

2 SHEETS--SHEET 2.

ALBEN n .osnonit or ivnwronn, ufr. i

infraarl-connus'rioirnireinii. f d

inieiiee;

i To all/citant t conc-ern.'

Be it known that LALDEN E. Genoma, a citizen ofthe'United States, and a residentof NewYork city, county and yState of Newl ,.York, have Ainvented certain new and use'r `:'ul .Improvements in rInternaLCoinbustion,

Engines, of which the following is'a specifi* cation, reference being had to the accompanying drawings, forming a part` thereof.

`Myinvention relates to internal combustion engines, and has for. one object to pro l vide Aan vengine -that shallbe siinpleincon struction and 'reliable in operation.

` In Patent No.'1,'212,391, Jan. 16, 1917,

I have shown and described an engine which possesses many vadvantages and is partioiill'arly simple and reliable. present invention pertains to engines of the saine general character andit has been my aim to increase 120 the power developed by the engine, 4by prol viding an additional admission port' which `is uncovered'by' the main piston Iiear the end of its` working stroke, and which `cooperates; with "the" intermediate port to im- 251 prove the operation of the engine, particuflarly for certain classes 'of service; as,1tor example, for aviation purposes.

Other objects Aand advantages of my invention will be set forth hereinafter, and in order that my inventionmay be"'thoroughly understood, I will now proceedto describe the 1saine in the following specification and thenpoint out the novel-features thereof in appended claims.

Referring to theA drawings: 4[Figiire 1 is a sectional elevation of an en- 'gine'arranged and constructed in accordance witlrmyinvention and constituting an enibodiment thereonA The section is taken on io the line ,1-1 of F ig. 2.

Fig. 2 is a sectional plan view, taken on` the line 2- 2 of ,.Fig. 1.

liig. 3 is a. partial elevationcorresponding to Fig. 1, of a modified structurewhich also i5 embodies my invention.

The structure ofligs. 4`1` and 2 comprises a cylinder 10 in which operates a piston 11,

a crank case 12, a crank shaft" 13, a vcrankl pin 14, a valve cylinder 1,5, a slide valvel therein, a valve crank '17 and"conne cting rods 18 and 19. y y

lIhe valvecrank shaift20 to which the valve crank` 17` is secured is operatively `connectedto .the` crank shaft' 13 by gears designated* 2-l-`-22`-``231,` the -gears being so proportioned that` the valve crank is if' .As shown in Fig.- 3, rI

Specification-of Letters Patent. .Paten-tgd SQPQ, 1919i, appiicaiionfiied september saisie. serial in. 121,532.

operated at one-half the speed of tliecrank shaft of vthe engine. ,Other means may, of

courseybe employed for this purpose.

the valve cylinder near its opposite end, as

clearly shownY in Fig. 1.

The slide valve 16 has the form of a holf flow cylindrical piston and is pro-vided with."

a transverse partition 27 which divides ofi achainber 28. There are three sets of openings29-3OL-31 in the chamberQS which lare adapted respectively to register with admission ports 32' and 33 which opei'i into the enginecylinder 10, and the inlet 26' in the valve cylinder 15, Tlieadmission port 32 opens into the cylinder at an intermediate point in the piston Vstroke while the admission port 33 opens' into` the cylinder substantially at they end of the piston stroke'.

Ifthe port 33 is used alone there are many disadvantages which are clearly understood `by those skilled in "this art; for examplea there is relatively high vacuum produced in fthe engine cylinder throughoutv the greater part of the intake strokesince the admission port is only open at the end of the stroke. On the other hand, by utilizing the admis- "sionport y33 in addition-to the port 32 the amount of power developed by. the engine can besomewhat increased, with a minimum i Vof complication.

My invention is obviously not limited `to an engine having a valve cylinder Vand piston valve yand as an example of other types of engine to which my invention is applicable, I have shown an engine having avalve of tlie sleeve type, in Fig. 3 to which reference Inay now be had. In this structure 35 designates the engine cylinder which is provided `with an exhaust port 39. Immediately within the cylinder is a sleeve valve 40. having through passages 4:1 and 42 which are adapted to register with the admission ports and 37 respectively. "The engine piston a3 operates within thesleeve `valve inra wel]` known manner, the sleeve valve being driven (at lialfthe speed of the piston as` in thearrangement of Fig. l.'` 2 f prefer toutilize a plurality of openings threugli thelsleeve: l

valve' and tliroughitlie cylinderwa-'ll iii order to increase the size of tl-ieeii'ective admission cpenings: 1

The engines slj i "ite in Isiilostantially the same manner andthe "operation of Fig. l will first be discussed. Assuming that the parts occupy the positions in which they are illustrated, and that the crank shafts 13 and 20 are rotating in a counterclockwise direction, the engine is in position to start on its working stroke. The -exhaust port 24- is closed by the valve 16 and the ports 32 and 33 substantially register with the admission openings 29 and 30. During the working stroke the crank 17 moves through an angle -of substantially 90 degrees. and the valve moves outwardly a suHcient amount to close the ports 32 and 33 before they are uncovered by the -main piston. The next stroke of the engine is the exhauststroke, the valve 16 being moved during the next quarter turn of the valvecrank so as fto uncover the port 24 and permit the burnt gases to escape.

During the next stroke of the engine which is the suction stroke, the valve moves vinwardly so as to close the exhaust port to bring the ports 29 and 32 and the ports 30 and 33 into register by the time they are uncovered by the main piston 11.

Just. at the endl of the suction stroke the .valve 15 has advanced sufficiently to close the up er admission port to prevent fuel being orced backwardly during the next stroke of the engine which is the compression stroke.` The lower port is closed by the main .piston in the arrangement illustrated, but if desired the valve may be arranged to close both admission ports.- At the end of the compression stroke, the partsoccupy the positions in which they are shown inthe drawings.

The'operation of the engine shown 1n AFig. 3 1 will -be clearly understood'from the description of the operation of that .of Fig. 1. The two inlet ports which are shown as com- `'municating with a single inlet opening, may be connected with separate passages communicating with the saine or different sources of gas supply, or one may communicate with the gas supply while theother opens into the air alone. n l My invention may obviously be embodied structures other than lthose illustrated and I intend that only such limitations 'be imposed aS claims.

' VWhat I claim is: l

1. An internal combustion engine oo mprising a cylinder having a vcombustion chamber at one end, a piston, and an exhaust port, an admission passage/opening into the cylinder at 'an intermediate point in the piston stroke, a second admission passage opening into'the cylinder near the outer en'd of the piston stroke, asin'gle valve, and mea-ns' vfor actuating the valve to open the. admissionpassages in conjunctionwith the piston duringthe suction stroke.

2. An internal combustion engine vcomare indicated -in appended prising a piston, a cylinder having three independent ports communicating therewith, one of which is at an intermediate point in the piston stroke and a second of which is nearthe end of the piston stroke,

a valve, and means for actuating the valve Vthe cylinder near t e end of the piston stroke, an exhaust port opening into the combustion chamber, a valve, and means for operating the valve at one-half the speed of the main piston to independently control the exhaust port, to open' the admission passages in conjunction with the main piston during the suction stroke, and to close one of said passages -at the end of said suction ys troke independently ofthe piston.

4. An internal combustion engine coinprising a cylinder having a combustion chamberA at one end, a piston, an admission passage opening into the cylinder at an intermediate point in the'piston stroke, a secvond admission passage opening into the cylinder near the end of the piston stroke, an exhaust port openincr into the combustion chamber, a piston valve, and means for operating the piston .valve at one-half the speed of the main piston to independently control the exhaust port, to open the admission passages in conjunction with the main piston during the suction stroke, and to close one of said passages at the end of said suction stroke independently of the piston.

5. An internal combustion engine comprising a cylinder having a combustion chamber at one end, a piston, an admission passage opening into the cylinder at an intermediate point in the piston stroke, a second admission passage opening into the c linder near the outer end of the piston stro e, a valve, and means for. actuating the valve to open the admission passages 1n conjunction with the piston during the suction stroke, and to close one of said passages inv dependently of the piston during` the compression stroke.

6. An' internal combustion engine comprising a` cylinder having a combustion chamber at one end, a piston, an admission passage opening into the cylinder at an intermediate point in the piston stroke, a second admission passagev opening into the cylinder near the outer end of the piston stroke,

a valve, and means for actuating the, valve 4to open the admission passages in conjunc- 130 tion with the iston during the suction stroke, and fto c ose said intermediate palsv sage independently of the piston during'the compression stroke.

7. The combination in a four-cycle engine with the cylinder and a piston in the cylinder, of a. valve, an xhaustport arranged to be' opened and closed atfproperly timed intervals by `movement of the valve,

lll/and inlet, ports provided in the cylinder at l loer,1 said inlet ports arranged 'to'be'o ened and closed at properly timedinterv s by movementof the valve and piston, all oonstruct-fed and arranged so Vthat when the explosion occurs all said inlet'portsv arejelow the head ofthe iston. In Witness W ereof, I havehereunto set my hand, this 27 day of June, 1916.

. ALDEN E. OSBORN. 

